EP0193628A1 - Verfahren und Schiff für die Verbrennung von gefährlichen Abfallstoffen auf offener See - Google Patents

Verfahren und Schiff für die Verbrennung von gefährlichen Abfallstoffen auf offener See Download PDF

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Publication number
EP0193628A1
EP0193628A1 EP85102388A EP85102388A EP0193628A1 EP 0193628 A1 EP0193628 A1 EP 0193628A1 EP 85102388 A EP85102388 A EP 85102388A EP 85102388 A EP85102388 A EP 85102388A EP 0193628 A1 EP0193628 A1 EP 0193628A1
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EP
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Prior art keywords
incinerator
vessel
containers
waste material
staging
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EP85102388A
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English (en)
French (fr)
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EP0193628B1 (de
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Vincent G. Grey
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Individual
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Individual
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Priority to EP85102388A priority Critical patent/EP0193628B1/de
Priority to AT85102388T priority patent/ATE46885T1/de
Priority to DE8585102388T priority patent/DE3573413D1/de
Publication of EP0193628A1 publication Critical patent/EP0193628A1/de
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B35/00—Vessels or similar floating structures specially adapted for specific purposes and not otherwise provided for
    • B63B35/44—Floating buildings, stores, drilling platforms, or workshops, e.g. carrying water-oil separating devices
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
    • F23G—CREMATION FURNACES; CONSUMING WASTE PRODUCTS BY COMBUSTION
    • F23G7/00—Incinerators or other apparatus for consuming industrial waste, e.g. chemicals
    • F23G7/008—Incinerators or other apparatus for consuming industrial waste, e.g. chemicals for liquid waste

Definitions

  • This invention relates to the disposal of hazardous waste materials and, more particularly, to techniques for transporting them from the sites where they are generated, and for safely incinerating them at sea.
  • liquid waste material includes not only liquids which are flowable by gravity, but also pumpable sludges, and materials which are similarly flowable or pumpable upon heating.
  • Such materials including non-flammable materials, are known to be incineratable in incinerators having liquid fuel burners, either by feeding the material directly into the burner or upon blending it with a fuel such as diesel oil immediately before introduction into the burner.
  • Modern, controlled high temperature incinerators are highly efficient, and are effective to destroy 99.99 percent of such wastes. Atsea incineration is advantageous in that it removes the destruction site from populated areas.
  • the thermal lift from the vertical shipboard incinerators carries the effluent gases high up into the atmosphere, and may be carried by winds many miles to regions over land or over sea lanes at which they may combine with moisture and fall as harmful "acid rain”.
  • the present invention provides a method of disposing of hazardous liquid waste materials in which the materials may be transported from the sites where they are generated to the offshore incinerator site and incinerated, without the need for intermediate transfer and consequent handling of the dangerous chemical materials.
  • the present invention contemplates that the waste materials need never be blended, but may be incinerated in the same form or composition as that in which the waste material was initially received from its generating site. Thus, its burn and other characteristics are more accurately determinable and controllable.
  • the manner of feeding the cargo to the incinerators must accommodate any desirable blending of cargo, or any desired addition of supplemental fuel oil to enhance the burning.
  • the present invention provides a method for disposing of blended or unblended hazardous liquid waste materials utilizing intermodal tank shipping containers which are filled with the waste material at the respective sites at factories, etc. where they are generated; are then hauled over the road or via rail or feeder vessel to a dockside where they are lifted on board a barge or incinerator ship; are then transported to an offshore burnsite and incinerated using a horizontal incinerator and scrubbers to direct the effluent discharge from the incinerator towards and thus into the sea in the shortest possible time so as to avoid 3ise of the effluents into the atmosphere.
  • the arrangement takes advantage of the known reduction of thermal lift of the effluents when a cold water scrubber is used, as well as of the beneficial cleansing of the gases as is effected by the scrubbing itself. Periodic collection and analysis of the scrubber water residue facilitates control of the burn system, as will be seen. It will also be noted that storage tanks at the dockside are eliminated, and no transfer of the hazardous material out of their initial containers is required prior to. incineration. Costly construction and maintenance of storage tanks are avoided, and the hazards involved in waste handling are minimized.
  • these techniques can be practised utilizing a self-propelled vessel having one or more horizontal incinerators thereon in addition to container guides for receiving the intermodal containers; or a barge, preferably a tug-towed barge, having both the incinerator and container guides on board, this being the preferred arrangement; or a separate incinerator barge and a plurality of barges for hauling the containers to and from the continuously operating incinerator barge on station at sea.
  • the present invention also provides a sea-going incinerator vessel, preferably a tug-towed barge, which carries one or more rearwardly facing and horizontally oriented incinerators or oxidizers on the weatherdeck of the vessel; container guides for carrying a number of the intermodal tank containers on and above its weatherdeck; and appropriately valved pipe conduits for selectively emptying the stacked containers by gravity flow or gravity-assisted flow, and with or without waste blending as may be desired, first to a staging sump located below the weatherdeck, and then by pumping from the staging sump to the burner of an on-board incinerator.
  • a sea-going incinerator vessel preferably a tug-towed barge, which carries one or more rearwardly facing and horizontally oriented incinerators or oxidizers on the weatherdeck of the vessel; container guides for carrying a number of the intermodal tank containers on and above its weatherdeck; and appropriately valved pipe conduits for selectively emptying the stacked containers by gravity flow or gravity-assisted
  • the containers containing the hazardous liquid wastes are stored above the main or weatherdeck, all of the containers and the hazardous waste conduits on the ship are visible for prompt detection of leakage, and are protected from damage in the event of vessel grounding or other hull penetration.
  • the containers can be located inboard to the extent necessary to meet international safety regulations. Moreover, the containers are more easily handled by a dockside crane and fully visible to the operator when loading or unloading them and,as previously mentioned, their storage on and above the weatherdeck takes advantage of gravity flow and reduces the need for pumping.
  • the below decks areas of the ship are free for filing with supplies, fuel, or ballast. Such ballast may be used to trim the vessel by its stern, to angle the incinerator discharge outlet down-wardly towards the sea so that the emerging effluents will contact the sea more promptly to avoid pollution of the atmosphere.
  • intermodal shipping containers makes operation of the system relatively clean, with little likelihood of spillage and cleanup.
  • any of the containers leak or be damaged so that spillage results, by providing bulwarks, scuppers, and spillage abatement tanks as will be described, their disposition above the weatherdeck facilities cleanup by conducting a flow of the spillage first into an abatement tank and thence into a staging sump for pumping to an incinerator, rather than necessitating pumping of the spillage overboard with resulting pollution of the waterway.
  • the abatement tanks can also accommodate any overflow from a staging sump, without requiring such overflow to be discharged overboard, while the cuase for such overflowing of a staging sump can be corrected.
  • the piping mounted on the weatherdeck of the vessel for conducting the flow of waste materials from the individual containers incorporates appropriate valving, pumps, and a cleanout loop for convenient cleaning of the lines.
  • steam lines extend to one or more of the stacked groups of containers for introduction into one or more of the steam chambers of the respective tank containers for heating their contents to promote flow.
  • Flow from the containers is via risers respectively associated with each container group, and to which each container in the group is connected by flexible hose and a valve.
  • the risers are respectively connected to a transversely extending header pipe mounted on the weatherdeck, which, in turn, leads through a shutoff valve into either of a pair of longitudinally extending header pipes mounted amidships on the weatherdeck.
  • the longitudinal header conducts the flow to a staging sump at one of its ends.
  • Another pair of longitudinal headers, also located amidships services the groups of containers on the opposite side of the vessel via similar risers and transverse connecting headers.
  • the stagng sumps also permit better control of the burn efficiencies of the respective incinerators because any desirable blending of hazardous wastes can be conducted in one staging sump without affecting the others.
  • diesel or other fuel can be added to any one sump to improve or maintain burning in one incinerator, without effect on any of the other incinerators.
  • certain types of hazardous waste cargoes can be isolated in a given container grouping, and burned in a specially adapted incinerator or oxidizer.
  • Effluent discharge from each of the horizontally disposed oxidizers is directed horizontally rearward or angularly downward from the horizontal and towards the sea, so that the effluents reach and-impinge upon the sea surface as promptly as possible.
  • This downward pitch is preferably achieved by a corresponding downwardly angled shaping of the horizontal oxidizer discharge outlet itself.
  • the ship may be ballasted and trimmed by its stern so that the aft-facing incinerator outlets of the incinerators will face angularly downward towards the sea.
  • the preferred arrangement also provides a pair of sea-water scrubbers, aligned one behind the other, adjacent to the discharge outlet of each incinerator.
  • Each scrubber takes the form of an annular conduit (such as a sprayer pipe arranged to form a square about the exhaust gas stream, with the pipe mounted in a cabinet or left un-enclosed) providing a water spray rack which directs sprays of water in all four directions inwardly and across the stream of effluents as it emerges from the incinerator outlet.
  • the second scrubber is similar, though slightly larger in size, and is mounted about 60 cm. aft of the first.
  • samples taken from the scrubbing water residue can be analyzed and compared with the composition of the sea water used for the spray, for indication of the effectiveness of the incineration.
  • hazardous waste is removed from a shipper's plant 10 is an intermodal container 12 by truck 11 or by rail car (not shown) to the marine terminal 13.
  • the tank containers will not transfer their contents at the marine terminal. Nor will the containers remain for an extended storage period.
  • the intermodal container 12 is lifted from truck 11 by crane 14 onto the sea-going vessel 15.
  • the sea-going vessel 15 with intermodal containers stacked in the mid section of the vessel and the incinerator 17 stacked in the stern section is pulled by tug 16 out to an incinerating station at sea.
  • the intermodal containers filled with hazardous wastes are placedlin stacked rows.
  • the stacks are each preferably three containers high (Fig. 4).
  • Hazardous wastes are fed by gravity flow or pumped to the incinerators 17 to be burned therein; the effluents escaping through incinerator oxidizers 17.
  • Incinerators 17 in Fig. 2 are each composed of two horizontal transverse pump and burner modules 26 and two horizontal longitudinal oxidizers 27.
  • the pump and burner modules are shown in more detail as modules 102 and 101, respectively, in Fig. 20.
  • the oxidizers 27 are cmmposed of two modular dements 60 and 61 in Fig. 20, approximately 3 meters in lengh or they may be one continuos chamber of approximately 6 meters as in 216 of Fig. 24 and 25.
  • the effluents are sprayed with sea water to reduce the tendency of the plume to rise into the air. Sea water may also be used to spray the outer walls of the incinerator and oxidizers to reduce the temperature thereof.
  • the tethering of the barge or barges will allow the barge to swing with the wind so that the plume is blown away from the ship and safeguard the crew.
  • One arrangement comprises two powerless vessels such as two barges. A more detailed description of the arrangement and the operation of the present invention will be described in connection with a two barge system, Fig. 13 and 14.
  • Such a system comprises a container barge 40 and a tether 19 releasably coupled to barge 40 and buoy 18.
  • the stern portion of barge 40 is releasably coupled to the incinerator barge 41 by shock absorber 39.
  • Barge 41 carries the incinerator 17 of Fig. 13.
  • Crane 38 insures that the disconnectable pipe 37 allows liquids to pass from barge 40 to barge 41.
  • the coupling between barge 40 and barge 41 together with the tether will allow both barges to swing with the wind so that the plume 86 from oxidizer 27 of incinerator 17 will be blown downwind, (Fig. 14).
  • a fan 36 may assist movement of the plume away from the barges and crew and in a downwind direction.
  • Fig$ 14, 15 and 16 also show a water curtain spray rack-85 mounted estern of the incinerator oxidizers 27 and extending the width of the vessel, from which inwardly directed sprays of water scrub the effluents 86 as they emerge from the incinerators.
  • the housing of the containers, such as tanks 12 on the barge 40 comprises a cell structure 90 as illustrated in Fig. 6.
  • Cell guides 31 are fastened to the deck.
  • the upper end of the cell guides are connected to a fairing plate 43.
  • Holding down devices 33 are arranged to prevent a stack of containers, such-as a stack of three, being dislodged. Details of the construction of the holding down device 33 are illustrated in. Figs. 8 and 9.
  • Cell guides 31 and fairing plates 43 are provided to facilitate the insertion of the containers illustrated in Fig. 7. The containers are thus securely held on the barge to prevent movement of the containers.
  • incinerator 17 is shown in Fig. 20 using its modular components 26 and 27.
  • Several assemblies of incinerators may be grouped together, adjacent to one another and in tiers as shown in Fig. 11 in order to increase the overall waste disposal flow rate of the vessel.
  • eight incinerator assemblies are possible; in the arrangement shown in Fig. 13, 14, 15 and 16, four assemblies are possible.
  • the number of assemblies is a function of the width of the incinerator vessel and how many tiers are utilized. Two tiers only are illustrated as typical.
  • Locks 32 (Fig. 12) hold the incinerators in position.
  • the details and operation of such a lock are disclosed in U.S. Patent 3,894,493.
  • the upper tier incinerator is similarly secured to the lower tier.
  • the spacing of the incinerators from the deck will permit air and water to pass underneath the incinerator.
  • FIGs. 20, 21, 22 and 23 There is an option to double-tier the incinerator installations and to use intermodal modular incinerator units. Further details of the incinerator 17 using this option and of its control panel are illustrated in Figs. 20, 21, 22 and 23.
  • an incinerator installation consists of an assembly of oxidizer modules 60 and 61, housing the principal combustion chambers, burner modules 101, housing the burners (Fig. 22) and pump room modules 102, housing the duplex liquid pumps 42 (Fig. 23)and fuel pump 64, each module having the same size, which is that of an intermodal shipping container as illustrated in Figs. 10, 11 and 20, e.g., each having dimensions about 6 mt. long by 2,50 mt high by 2,50 mt wide.
  • the geometrical configuration of oxidizer modules, burner modules and pump room modules may vary. The number of modules may also be changed.
  • the main hazardous waste burner 48 (Fig. 21) is surrounded by four supplementary burner nozzles 70, 71, 72 and 73 for better flow control when burning wastes of either very high or very low viscosities.
  • the vaporizing section 44 (Fig. 22) and primary combustion chamber 45 indicate the direction of the movement of the combustion gases.
  • a primary combustion air inlet is shown at 51.
  • the secondary combustion air inlet is shown as 52.
  • a damper for the secondary air inlet 52 in shown at 54.
  • the burner is monitored by ultraviolet scanner 46.
  • the incinerator plant may have a modular frame construction as in Fig. 20 to facilitate maintenance, also removing modules without unduly interrupting the operation of the incinerator.
  • a back cover 59 as shown in Fig. 22 is removably attached by bolts 67 to the burner end of the incinerator.
  • the front wall of the incinerator is indicated at 56.
  • the incinerator oxidizer modules 27 are attached to the burner modules 101 by front plate 65 secured to the front wall by bolts 66.
  • the combustion area is lined with fire bricks 58.
  • the joint between parts 60 and 61 is insulated by a cast refractory bridge 63.
  • Mortar and/or anchor studs are used to secure the fire bricks 58 to each other and to the cast refractory bridge 63.
  • a gasket 62 is inserted between the parts 60 and 61 to prevent escape of toxic gases.
  • the burner modules 101 are fastened to the pump room modules 102 by standard container attaching devices, similar to the device twist lock 32 shown in Fig. 12.
  • the incinerator operates as follows.
  • the hazardous waste will be injected into the vaporizing section 44 of the burner.
  • the high temperature will allow the liquids to vaporize prior to entering the primary combustion chamber 45 (Fig. 22).
  • the oxidation temperature may reach 1600°C.
  • the operation of the fuel pumps 64 is controlled and monitored by the burner safety control 69 in Fig. 23 and flame safety control 82.
  • duplex hazardous waste pumps 42 are monitored and controlled by the waste injection control unit 68.
  • two low viscosity nozzles 70 and 71 and two high viscosity nozzles 72 and 73 are provided.
  • a number of pressure indicator transmitters 74, 75, 76, 77, 78, 79 and 80 are provided.
  • the main control panel 83 (fig. 1) incorporates besides others, a monitor for the ultraviolet scanner 46.
  • the main control panel will monitor all sensors and act as a main control system.
  • the waste injection control unit monitors the flow, viscosity, pressure, temperature and pH of the waste material introduced into the burners. These data transmitted to the main control panel will be compared in the panel with the program.
  • the main control panel 83 located in the forward deck house (Fig. 1) or aft in the incinerator control room includes the. main computer containing the program, disk data storage, disk program storage, multiple CRT display, ship-to-shore communication and will act as a primary monitor and control station for the system.
  • All data will be converted into a computer code and fed into a communication system interface.
  • a backup panel will be located remotely and have duplicate control capacity to act as a standby operational unit.
  • the shock absorber 39 in Fig. 13 and 14 are illustrated in Figs. 17, 18 and 19.
  • the shock absorber is of a type generally referred to as oleo-pneumatic, the oil oprating as a damper and the air as a spring.
  • Cylinder 91 is filled on right side of Fig. 18 with air 92.
  • Floating piston 98 separates the air space from oil space 94 containing the damping oil and which occupies the remainder of the cylinder space.
  • Piston rod 95 carries on one end the pston 96 provided with valves 97 to regulate the passage of oil through the piston 96 and thus provide damping of the movement of piston 96 in a conventional manner.
  • the other end of the piston rod contains a device to regulate and control the relative position of the two barges and oscillating movement due to the action of the waves.
  • piston rod 95 is provided with a hook-type extension 99(Fig. 17)which is placed in an anchoring device 100 of the container barge 40.
  • Spindle 101, Fig. 18, rotating in the arms 102 of the anchoring device 100 carries a pinion 108 for moving rack 103 to and from friction wheel 104 which in turn presses against the operating portion -106 of hook 99.
  • the operating portion of 106 of Fig. 19 is arcuate and of equal widths over an arc of approximately 45 degrees.
  • the bent portion 106 of hook 99 and the end portion 116 of hook 99 limit the relative movement of the hook in relation to the anchoring device 100 and, therefore, the relative movement of the two barges.
  • Handle 107 has a splined pinion 108 cooperating with the gears of rack 103. Movement of handle 107 will increase or decrease, as the case may be, the p ressureff rack 103 against friction wheel 104.
  • a ratchet pawl 109, Fig. 19 is provided to lock handle 107 in its position.
  • the sea-going vessel carrying the incinerator can be left at the incinerator station for an indefinite time.
  • the vessel carrying the cargo can be exchanged for the next vessel carrying full cargo when the first carrying vessel has its cargo consumed by incineration.
  • the incinerator itself is lined with fire bricks which are heated to about 1600°C.
  • the fire bricks are held together and possibly to their outer shell by mortar capable of remaining intact at the operating temperature.
  • a cooling down to a substantial degree will adversely affect the mortar, increase the maintenance work and lead to premature failure of the incinerator.
  • the maintenance work, the expense thereof and the delay of time will be substantially decreased, by keeping the incinerators in continuous service.
  • the horizontal position of the incinerator will reduce the dispersion of the exhaust gases, including the danger to the crew and passing vessels. Exhaust gases may be even more hazardous and corrosive than the materials in their original liquid state.
  • Sectional or modular construction of the incinerator promotes the continuous operation of the incineration process, since single modules can be removed for replacement and maintenance, permitting the incinerator to be restored quickly to on-line operation.
  • the vessel is a sea-going barge 200, although it might incorporate its own power plant and propellers to be self-propelled.
  • the vessel At its forward end or bow 201 the vessel is adapted, as indicated by tow lines 202, for towing by a sea-going tug (not shown).
  • the vessel 200 has a weatherdeck, in this case a main deck 203, having upwardly projecting cell or container guides 31 (Fig. 26) thereon, appropriately spaced and connected to form cell or container guide structures 90 on and projecting upwardly from the main deck 203 for receiving and storing intermodal tank shipping containers 12.
  • a weatherdeck in this case a main deck 203, having upwardly projecting cell or container guides 31 (Fig. 26) thereon, appropriately spaced and connected to form cell or container guide structures 90 on and projecting upwardly from the main deck 203 for receiving and storing intermodal tank shipping containers 12.
  • the containers 12 When located between the guides, the containers 12 are preferably aligned in the longitudinal direction, and disposed in longitudinally spaced ppart, port and starboard container groups, for example Groups G-1 to G-5, on the vessel 200, as indicated in Figs. 24 and 25.
  • the tank containers 12 may alternatively be disposed at wartship (not shown) with suitable arrangement of piping systems and cell guides.
  • a bulwark 204 as seen in Figs. 24-26 projects upwardly from the main deck and surrounds the areas beneath the container groups G-1 to G-5, port and starboard, to retain any spillage from the containers 12. Because of the camber of the ship's main deck the flow of any such spillage will be outboard to the bulwark 204 which will direct the flow into scuppers 205 which, in turn, direct the spillage into an associated one of a pair of port and starboard side, pollution abatement tanks 206, both being situated below the level of the main deck 203.
  • individual vertical pipe risers 207 attached to the guide structure 90, service the respective stacks of containers 12 as part of the network of pipe conduits on the ship's main deck for receiving the flow of liquid wastes from the containers 12 when the waste material is to be incinerated.
  • each branch 207a from each riser which extend towards the discharge outlets 12a of the respective containers, are at elevations corresponding to the bottoms of the containers 12 to permit gravity flow from the latter.
  • Each branch 207a has a shutoff valve 208, to which a length of flexible hose 209 is connected.
  • a quick-connect pipe coupling (not shown) connects the other end of each flexible hose 209 to one of the container discharge outlets 12a, as will be understood from Fig. 26.
  • each container outlet 12a has a shutoff valve (not shown), as is conventional.
  • containers 12 may be vented through a vacuum release valve installed at the top of the tank shell or, where necessitated by the hazardous characteristics of a particular waste, an inert gas may be admitted to the interior of the shell through the discharge valve, or other appropriate pipeline connection of the tank container.
  • the lower ends of the vertical pipe risers 207 serving any container group connect into a common transverse header pipe 210 which is pitched towards the pair of longitudinally extending header pipes located amidships on the main deck 203, so that gravity flow from the containers can be maintained.
  • Respective valves 211 and 212 direct the flow into either or both of the longitudinal conduite 213, 214, as will also be understood by reference to Fig. 25.
  • an identical vertical riser pipe and transverse header piping arrangement is disposed in the longitudinal spacing between each of the container groups, and a second, identical system, including a second pair of longitudinally extending conduits 213, 214, services the container groups along the opposite side of the vessel 200.
  • each sump 217 is equipped with both a high level alarm and : a low level alarm (not shown).
  • the high product level alarm is actuated by a full sump 217, the flow of product from one of the lines 213, 214 is reduced or terminated by closing onecf the valves 221 or 222 (Fig. 25) until the product level drops as the waste is pumped from the sump to its associated incinerator.
  • diesel fuel from a supply tank 223 is introduced into the low level sump.
  • the diesel oil is introduced by opening one of the diesel oil tank valves 224 and, of course, the incinerator pump 219 will pump the diesel oil into the associated incinerator to maintain its flame.
  • any overflow from a sump 217 into an abatement tank 206 can be returned to the sump by pumping, when the sump level is again within normal range.
  • the described piping and sump arrangement permits controlled and selective incineration of the several different types of liquid wastes as may be contained in the many containers 12.
  • one or more container groups may be dedicated to handle a particular type of waste.
  • container group G-5 might be dedicated to containers having wastes which are flowable only on heating and, therefore, steam lines (not shown) may lead to the container supporting structure 90 of the group, to be introduced into steam chambers (not shown) at the bottoms of the respective containers 12 which are stored in this group.
  • Such particular waste product may then be directed into a particular staging sump 217 which services a particular one of the incinerators 216 which is maintained at an appropriate burn temperature for that cargo, which can remain unblended.
  • diesel oil may be added to the product before or while it is burned, if desired for improved burning efficiency, by opening the appropriate diesel fuel valve 224.
  • the cargo may be blended with more flammable cargo from another coriainer stored in a different group but along the same lines 213, 214, and it will be noted that the blending can take place only when both products reach.the sump 217 via separate lines 213 or 214.
  • the common transverse header pipes 210 and the longitudinal conduits 213, 214 are cleaned by pumping cleaning solvent or the like therethrough from a solvent tank 225 (Fig. 25), using the solvent pump 226.
  • the solvent flows from the pump 226, through the valve 227, into the loop piping 213a along the outboard side of the pipe netwotk, and then via the crossover piping 213b located nearest the bow 201, or via the headers 210 by opening their respective valves 228 into the main longitudinal conduits 213, 214, so that all piping is easily cleaned. It will. be noted that the dirty solvent drains into the sump 217, from which it may be pumped into the incinerators 216 to be incinerated.
  • the effluent discharge outlet may be shaped to provide a downward sloping angle of discharge of the effluent streams, as illustrated in Fig. 27 and 28. That is, the aft-facing effluent discharge outlet 216a of the oxidizer portion 216d of each incinerator 216 is canted inwardly in the downward direction of its otherwise vertical plane providing a downward discharge angle of from about 15° to about 25° from the horizontal.
  • the upper wall portion 216b of the oxidizer 216d is given a downward slope, to turn the gases downwardly as they begin to emerge through the outlet 216a.
  • the discharging effluent gases 216e from each incinerator are directed at a downward sloping angle towards the water, to strike the water and be diluted by it in the shortest possible time.
  • each incinerator is provided with preferably two sea water scrubbers 231, 232, the two being disposed about 45 to 60 cm apart in the longitudinal direction, and the innermost scrubber 231 being located about 60 cm or so aft of the plane of the discharge outlet 216a. Water is pumped to the scrubbers 231, 232 via the conduit 231a (Fig. 27).
  • each scrubber 231, 232 is preferably a square shaped piping spray rack arrangement concentrically disposed with reference to the imaginary central longitudinal axis of the incinerator through its discharge opening 216a.
  • the outer scrubber 232 is somewhat larger than the inner scrubber 231 to accommodate the rapidly expanding gas, stream 216e, as will be understood.
  • Each scrubber has a plurality of water spray nozzles 231c, 232c, spaced about 30 cm apart about the interior periphery of the spray rack.
  • the nozzles 231c, 232c, of both spray racks 231, 232 are so directed that the water spray cones 231b, 232b overlap to provide complete coverage of the incinerator gas stream with the desired watercurtain, as illustratedm Fig. 27 and shown generally in Figs. 15 and 16.
  • the mid-length nozzles 231d, 232d will impart higher velocities so that the streams of sprayed water 231b, 232b will reach the center of the discharging effluent stream 216e.
  • a sheet 240 of stainless steel or similar non-corrosive material coated with a protective coating As also seen in Fig. 27, below the incinerator outlet 216a and extending rearward under the scrubber spray racks is a sheet 240 of stainless steel or similar non-corrosive material coated with a protective coating.
  • This sheet 240 which slopes downwardly in the aft direction as shown, will minimize contact of the highly corrosive effluent gases 216e and scrubber water with the ship's structure.
  • a continuous spray of sea water, indicated by reference numeral 241 will flush the contaminants towards and over the stern 215 via drip caps, downspouts, gutters or the like (not shown).
  • a sliding incinerator cap 242 is mounted immediately adjacent to each incinerator outlet 216a to plug the incinerator outlet when the incinerator is shut down, thus to retain the heat within, and reduce the use of fuel during the next startup.
  • a steel curtain door or cap 242 having insulating material 243 on its inner, incinerator-facing side rides on a trolley structure 244 into and laterally out of the path of the discharge outlet 216a.
  • the heavy steel cap 242 hangs vertically as it rolls laterally on its trolley wheels 245, but will be swung upwardly at its lower end, to the angled position shown in Fig. 27 conforming with the angular disposition of the inwardly canted plane of the discharge outlet 216a, Latches (not shown) latch the cap 242 in closed position on the outlet.
  • Fig. 27 there is a diagrammatic illustration of a stern sampling through 250, located beneath the falling scrubber sprays, for collecting samples of the spray water after passing through the effluent stream, for subsequent analysis.
  • the incinerator as above in detail clarified can be mounted also on a fixed structure located on an offshore platform or on the border of an uninabitated island and this structure will be equipped with means for mooring of the vessel carrying the containers and for the pipe connections to transfer the hazardous waste material from the containers to the incinerator.

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  • Structural Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Ocean & Marine Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Processing Of Solid Wastes (AREA)
EP85102388A 1985-03-04 1985-03-04 Verfahren und Schiff für die Verbrennung von gefährlichen Abfallstoffen auf offener See Expired EP0193628B1 (de)

Priority Applications (3)

Application Number Priority Date Filing Date Title
EP85102388A EP0193628B1 (de) 1985-03-04 1985-03-04 Verfahren und Schiff für die Verbrennung von gefährlichen Abfallstoffen auf offener See
AT85102388T ATE46885T1 (de) 1985-03-04 1985-03-04 Verfahren und schiff fuer die verbrennung von gefaehrlichen abfallstoffen auf offener see.
DE8585102388T DE3573413D1 (en) 1985-03-04 1985-03-04 Method and ocean-going vessel for offshore incineration of hazardous waste materials

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP85102388A EP0193628B1 (de) 1985-03-04 1985-03-04 Verfahren und Schiff für die Verbrennung von gefährlichen Abfallstoffen auf offener See

Publications (2)

Publication Number Publication Date
EP0193628A1 true EP0193628A1 (de) 1986-09-10
EP0193628B1 EP0193628B1 (de) 1989-10-04

Family

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EP85102388A Expired EP0193628B1 (de) 1985-03-04 1985-03-04 Verfahren und Schiff für die Verbrennung von gefährlichen Abfallstoffen auf offener See

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Country Link
EP (1) EP0193628B1 (de)
AT (1) ATE46885T1 (de)
DE (1) DE3573413D1 (de)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0384348A2 (de) * 1989-02-24 1990-08-29 ALCATEL ITALIA S.p.A. Abfallverbrennungsanlage auf einer Bohrinsel
WO1996036529A1 (en) * 1995-05-18 1996-11-21 Den Norske Stats Oljeselskap A.S A method of loading and treatment of hydrocarbons
WO2003084809A1 (en) * 2002-04-08 2003-10-16 Worldwide Ecological Shipping & Transport - West Naval propulsion system fed by refuse derived fuel and method thereof
WO2022268687A1 (de) * 2021-06-23 2022-12-29 Endegs Gmbh System zur entfernung von flüssigkeiten und/oder gasen sowie verfahren zum aufstellen und zur inbetriebnahme eines systems

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102009002455A1 (de) * 2009-04-17 2010-10-21 Endegs Gmbh Verfahren und System zur Entfernung von Flüssigkeiten und/oder Gasen

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2442686A (en) * 1946-12-19 1948-06-01 Ro Ed Engineering Co Inc Mobile incinerator, garbage container, and chute
DE2128376A1 (de) * 1971-06-08 1973-02-15 Siegfried Ruhnke Verfahren und einrichtung zur beseitigung von abfall- und industriellen reststoffen durch verbrennung
GB2018963A (en) * 1978-03-23 1979-10-24 Weser Ag Incinerator and Auxiliary Boiler for Ships
DE3325078A1 (de) * 1983-07-12 1985-01-24 Heiner Dipl.-Ing. 4100 Duisburg Kreyenberg Vorrichtung zur wirbelschichtverbrennung von faulschlamm

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2442686A (en) * 1946-12-19 1948-06-01 Ro Ed Engineering Co Inc Mobile incinerator, garbage container, and chute
DE2128376A1 (de) * 1971-06-08 1973-02-15 Siegfried Ruhnke Verfahren und einrichtung zur beseitigung von abfall- und industriellen reststoffen durch verbrennung
GB2018963A (en) * 1978-03-23 1979-10-24 Weser Ag Incinerator and Auxiliary Boiler for Ships
DE3325078A1 (de) * 1983-07-12 1985-01-24 Heiner Dipl.-Ing. 4100 Duisburg Kreyenberg Vorrichtung zur wirbelschichtverbrennung von faulschlamm

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0384348A2 (de) * 1989-02-24 1990-08-29 ALCATEL ITALIA S.p.A. Abfallverbrennungsanlage auf einer Bohrinsel
EP0384348A3 (de) * 1989-02-24 1991-07-24 ALCATEL ITALIA S.p.A. Abfallverbrennungsanlage auf einer Bohrinsel
WO1996036529A1 (en) * 1995-05-18 1996-11-21 Den Norske Stats Oljeselskap A.S A method of loading and treatment of hydrocarbons
CN1066404C (zh) * 1995-05-18 2001-05-30 挪威国家石油公司 烃类的装船和处理方法
WO2003084809A1 (en) * 2002-04-08 2003-10-16 Worldwide Ecological Shipping & Transport - West Naval propulsion system fed by refuse derived fuel and method thereof
WO2022268687A1 (de) * 2021-06-23 2022-12-29 Endegs Gmbh System zur entfernung von flüssigkeiten und/oder gasen sowie verfahren zum aufstellen und zur inbetriebnahme eines systems

Also Published As

Publication number Publication date
EP0193628B1 (de) 1989-10-04
ATE46885T1 (de) 1989-10-15
DE3573413D1 (en) 1989-11-09

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